Traffic signal system



R. E. WETTER.

TRAFFIC SIGNAL SYSTEM.

APPLICATION FILED NOV- 23, I918.

L385,@7 Patented July 26, 1921.

5 SHEETSSHEET I.

R. '5. WETTER.

TRAFFIC SIGNAL SYSTEM. APPLICATION FILED NOV,23. I9I8.

1,3 5 memed July 192L 5 SHEETS-SHEET 2.

R. E. WETTER.

TRAFFIC SIGNAL SYSTEM.

APPLICATION FILED NOV. 23, 1918.

1 385 807 Patented. July 2%, 19210 5 $HEETSSHEET 3.

R. E. WETTER.

TRAFFIC SIGNAL SYSTEM.

APPLICATION FILED uov.23, 191a.

Patented July 26, 1921.

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R. E. WETTER. TRAFFIC SIGNAL SYSTEM. APPLICATION FILED NOV- 23, I918.

Patented'Jllly 26, 1921.

5 SHEETS-SH EET 5- RALPH E. WETTEB, OF DALLAS, TEXAS, ASSIGNOR TO UNIVERSAL UNITED STATES QPATENWT OFFICE.

rename common comrmy, ariwsr ns'rarn), or names, TEXAS.

TRAFFIC SIGNAL SYSTEM.

' tion is not Specification of Letters Patent. Patented July 26, 1921.

Application and November 2a, 1918. swarm). 263,916.

To all whom it may concern:

' 4 Be it known that l, RALPH E. WETTER, a

citizen of the United States, residing at Dallas, in the county of Dallas and State of Texas, have invented certain new and useful Improvements in Traffic Signal Systems, of which the following is a specification.

This invention relates to new and useful improvements in systems for controlling street and highway trafiic.

The invention" contemplates a universal signal system which may be used in connection with the various phases of trailic such as automobile, vehicle, street car, railway and pedestrian traffic. The particular aim of the invention is to create a safety zone at or adjacent the crossing of the various phases of trailic. It will be or warning signal to be universal must be applicable and universal under all condi tions.

The invention therefore resides in a system for controlling traffic and involves the use of a universal signal capable of universal use. It is obvious that various kinds of crossings encountered and it would be impossible to illustrate or describe such; however, I have workedout a system which I believe will meet the conditions imposed at any crossing,

intersection or approach and perform the functions in a satisfactory manner.

The system includes a traffic warning signal to indicate danger and create a safety zone, either with or without auxiliary signal elements. It is pointed out that the invenlimited to the particular structure of the signal elements and involves structure onlyin'so far as the general construction of the signal cooperates with the system.

In general the system includes a visual as well as an audible signal and involves the use of a signal pole or support carrying one or more norma ly dormant or inactive signals arranged to be displayed or brought into operation when traflic is to be controlled, together with a suitable audible signal cooperating therewith. The signal pole may be located at various points and a multlplicity of such poles may be used according formation and conditions existing at the crossing. The signal may be electrically,

pedestrains will be safe from apparent that a traflic with numerous variations will be v to the mechanically or manually: operated and its operation initiated either manually or automatically. The signal may be used with reservation signals or neutral poles as the conditions may require.

A neutral pole may be advantageously used in some instances in connection with the signal as'a guide to direct the moving traflic. The term safety zone is used in this specification to designate a restricted area in which vehicles, common carriers and the intersecting or crossing line of traffic. The system also provides for cases of emergency in which it is necessary to stop all traffic and give right-of-wa to fire engines, ambulances and the like. n such instances the audible signal plays quite an important part but of course acts in harmony with the visual signal.

The invention will be more readily understood from a reading p of the following specification and by reference to the accom anying drawings, in which an example of t e invention is illustrated, and wherein-- Figure. 1 is a view of a typical signal pole and signal which can be used with my system.

Fig. 2 shows reverse views of a reservation pole,

Fig. 3 illustrates the signal installation at a street and railway crossing,

Fig. etshows a diiferent installation at a similar crossing,

Fig. 5 illustrates an offset street crossing and the signal installation for the same,

Fig. 6 illustrates the use of the system for controlling trafiic in cases of emergency where it is necessary to give the right-of-way to fire engines and the like,v

vFig. 7 illustrates the system as applied to a three-way crossing,

Fig. 8 illustrates a street crossing with intersecting street 'car lines and the use of a neutral pole,

Fig. 9 is a diagram of the circuits employed for operating a plurality of signals in pairs from either signal of a pair, and

Fig. 10 is a diagram of the circuits employed where one or more signals are operated from a master signal.

In the drawin s the numeral 1 designates structed. Each pole has near its upper end one or more laterally into each of which a collapsible signal member 3 of the semaphore t pc is adapted to swing whereby it is comp etely concealed 1n said housings. Where two signals are employed on a single ole the housings project on opposite sides. t is to be understood that the semaphore may suitable manner and further that the system contemplates the use of any suitable signal.

If desired a light globe 4 may be installed on tofi of the pole and suitably illuminated.

. hroughout the various illustrations I have shown reservation poes 5 each having a panel 6 at its upper end carrying tr'afiic instructions on either side for instance the words Sto here and t e representation of a hand 1n halting position may be on one side. The visual signal is operated in connection with an audible signal such as a bell, electric horn or the like which may be suitably located and will be hereinafter explained in detail.

v In Fig. 3 I have illustrated the intersection of a straight street or highway A and a curved highway B having railway tracks 0 which cross the street A. At the center of the intersection a signal pole 1 is located with signal devices 3 projecting on opposite sides at substantially right angles to the street A. The pole separates the trafiic moving on one side of the street A from that moving on the other side. If a train was a proaching on the track C traflic would e immediately stopped on the street A by dropping both of the signals 3. In order to prevent traflic from moving toward the track C beyond a certain point a reservation pole 5 is set at the juncture of the streets A and B on each side of the street B and in line with the pole 1. Each pole would have its panel 6 displayed to the approaching trafiic and,

would bear the words Stop here. In this instance the reverse side of the panel would be blank. The reservation poles form the extreme limit of the safety zone which is created by the operation of the signals 3. These reservation poles restrain the traflic and hold the same back of the curb line of the street 13. Without the reservation poles reckless drivers might approach too close to the track C.

In Fig. 4 I have shown two signal poles located at the crossing of two streets A and B at substantially right angles to each other. These poles are located at about the same point as the reservation poles in Fig. 3 and a railway track C on the street B crosses the intersecting street. Each signal pole 1 has a signal device 3 projecting transversely of the street A, and the housing on one pole is placed on the side opposite to thevhousing on pole controls the traflic moving'in one d recprojecting housings 2 p be constructed in any Assuming the street A be seen that the sidewalk E of the south porpassing the other so that one signal tion and the other signal pole controls the trafiic which moves in the other direction on the opposite side of the street. seen that this particular crossing may be controlled either by the arrangement shown in Fi .3 or that shown in Fig. 4.

In ig. 5 I have shown Ais ofi'set where it crosses the street B extends north it will tion of the street is almost opposite the sidewalk W of the north portion of said street. In this formation it is desirable to use neutral poles 7 which may be of any suitable structure and these are placed where the center lines of the north and south portions an lntersection of two streets or highways in which the' street It will be of the street'A intersect with the center line of the street B Three routes of travel are shown the same being numbered 10, 20 and 30 respectively. A vehicle moving north would be compelled to take the route 30 in crossing the street 13 and pass to the right of the eastern neutral pole; but should this vehicle desire to turn west on the street B it would take the route 20 and pass between the neutral poles. Where a vehicle is traveling south and approaching the street B it must take the route 10 if it desires to continue south or west, in the former case passing on the west side of the western neutral pole. The neutral poles direct and separate the traflic.

In connection with the formation shown.

in Fig. 5 the signal poles 1 are located at the curb of the sidewalks E, S, N and W. On each pole the signal housing is directed transversely of the street. It is preferable to locate each pole in line with the building line of the intersecting street, for instance the pole 1 whose signal controls the trafiic west on the street B is located. in line with the building line running north on the eastern side of the street A This causes the vehicles to stop back of the signal and permits a free passage for pedestrians between the si al and the intersecting street thus permittmg pedestrians to use the usual path in crossing the street B. This crossing may be defined by a pair of reservation poles 5 placed on the opposite side of the street B. It will be seen that the reservation poles will guide pedestrians and keep them from walking diagonally across the street B In Fig. 5 the signals 3 on the sidewalks N and S of the street B are presumed to be in operation for stopping trafiic on street B and permitting trafiic to move north and south on street A the signals for this street being clear. I have also shown a reservation pole 5 associated with each signal pole and spaced therefrom at the curb on the same sidewalk. A reserved zone is created in thisspace so that buses may take onpassengers without interference iron; other vehicles.

' ing the right-of-way B Fig. 6 shows the system as applied at street crossings in from which ambulances, fire engines and police patrols operate. In this particular illustration a street B crosses streets A and A, the station being located on the street B between the other two streets. It only'is necessary to employ three signal poles at each intersection which are preferably located at the curb so as to overhangthe street on which they control traffic. It will be seen that only one signal for the street B will be required at each crossing, but two signals will be required for each of the other streets. The signals may be operated in the usual way to control traffic moving along the street B and each of the streets A and A*, but in the case of an emergency where some of the apparatus from the station answers a call and must have free passage, trafiic in all directions will be halted by the operation of all the signals, and attention will be called to this condition b the operation of the audible signal. In f eet each signal installation is arranged for emergency operations, so that tra-fiic maybe halted in all directions. This will be obvious from observation of each one of the illustrations.

Fig. 7 shows astreet A crossing a rightof-way B diagonally and a street A crossat substantially right angles.- Railway tracks C are shown on the right-of-way B and street car tracks C are shown on the street A crossing the railway tracks. In this instance there is no traffic on the right-of-way B but there is converging traflic on the streets which intersect at the crossing. Signal poles 1 are shown on opposite sides of the street A one on each side of the crossing. The reservation poles 5 are also used in this instance. On the street A the signal poles are located one on each side of the crossing on opposite sides of the street; and in this instance reservation poles 5 are set adjacent the track C to define a space within which pedestrians may freely move to board a street car. The street is warned of the approach of a train by the signal 3 and while it may stop between the reservation poles other vehicle trafiic cannot enter the zone created by said poles.

In Fig. 8 1 have shown a street A crossing a street B at substantially right angles and signal poles 1 located at the curb line the same as in Figs. 5 and 7. The reservation poles 5 are-also used; in this case and create with the signal poles a safety zone back of which the vehicle traflic must stop when the crossing is closed thus permitting passengers to enter a street car or bus. When the signal is inactive this arrangement creates a reserved space at the curb for pedestrians and passengers. A neutral pole is used, t h crossin vicinity of a municipal station around which the traflic must pass in making turns.

It is pointed out that the location of the signal pole 1 may vary according to crossing moving trafiic. The halted trafiic must stop This arrangement ,creates at the signal pole and thus a safe pedestrian crossing is created between the signal pole I and the curb line of the intersecting'street. It is not necessary to locate the signal pole exactly on the line with the building line and such location was merely chosen asan illustration.

It will be seen that it is possible to operate the signal in each instance from a safe point and the operator or trafiic oificer need not stand in the street as the signals may be operated from the sidewalk or a switch tower or other place. While the semaphores 3 may be operated either mechanically or electrically and the operation may be car-' ried out either manually or electrically I prefer to operate the signals by means of electricity and to initiate the operation either manually or automatically.

In Fig. 9 I have shown a diagrammatical view of a circuit such as would be used for 7 operating the signals shown in Figs. 4, 5, 6, 7 and 8. This circuit arrangement is designed to operate the signals in pairs or simultaneously. This arrangement in fact includes two circuits and they are designed to be used in connection with a signal which comprises a swinging semaphore which is suitably released by means of magnets, and is closed or swung upward by means of magnets. It is not considered necessary to go into the details of the signal structure as the same is clearly illustrated in my copending application filed January 20, 1919, Serial No. 272,159, Patent N 0. 1,326,009, issued December 23, 1919.

, In the diagram illustrated, 40 and 41 are the main or lead-in wires. From one of these wires 40 extend the branch circuits in which the various operating and adjunct mechanisms are included. Thus from wire 40 extends the branch 22 in which the magnet 23 for operating the mechanisms (not shown) for raising the semaphore arm to inoperative position is included. From wire 40 also extends a branch 24 in which a magnet 25 for operating the signal releasing means (not shown) is connected. The line 24 is connected to line 60. The line 60 is 22 with line 41 when a push button or sim- 'ilar switch 22 is operated to close the connection through wire 22". It follows that'when de ressed to make the circuit through the re ease magnet 25 the semaphore arm will descend by gravity to display. its stop signal.

When, however, the push button 24 is released, the circuit through the magnets 25 is broken. When ressed the circuit through the magnet 23 or raising the semaphore arm is made.

Where diagonally opposite semaphorearms are to be raised and lowered in unison, the

various branches are extended to include the various mechanisms for the other semaphore the diagonally button 33,

arm. The branch wire 22 in which the magnet 23 is included, is continued by wire 60. branch 31 in which a magnet 32 for raising disposed semaphore is included, leads from the wire 60 to wire 40. The wire 60- is connected. to a second push and thence by wire 30 to the return wire 41. It follows that both magnets '23 and 32 may be operated simultaneously by the depression of either push button 223 or push button 33. Thus when push button 33 is depressed the current flows over wire 31 from wire 40 through the closing magnet.

32 to wire 60 and to wire 30 and wire 41. The current also flows from wire 40 to closing magnet 23 and through wires 22 and 60 to and through the switch 33 and to the wire 41.

.The release magnet 25 is similarly connected in multiple with a corres ndlng re-- lease magnet 35 at the diagona ly opposite corner and to complete the circuit either push button 24 or 34 may be depressed and the two signals at diagonally opposite'conners may be dropped to block the traffic.

To enablethe pairs of signals to be operated from any one of the four corners the line 60 may be connected to a branch leading to a push'button 43 connected by branch 42 with wire 41 when the push button 43 is depressed. Each corner Ipole therefore has in its box one of the push buttons 22", 71, 33 or 43 which when depressed will bring a pair of semaphores to ino erative position. n a similar manner one o the push buttons 24*, 44, 34 and 34". will when depressed O crate the release magnets to display the (Ti-- agonally opposite semaphores in pairs, said push buttons being connected to a wire 60.

so extendspush button 24" is the .push button 22 is deto return wire 41 by depressing a push button 71. The line 60 is also continued The operation of the other pair of diagonally disposed closing magnets 50 and 51 by one of the push buttons 52, 53, 54 and 55 at the several corners is accomplished in a similar manner by closing a circuit from -wire 40 by branches 56, 57 and line 58 to.

wire 41, when any one of said push buttons is depressed.

The operation a onally disposed magnets and .81 by one o the push buttons 62, 63, 64 and 65 at'the several corners 1s accomplished by closing a circuit from wire 40 by branches 66 and 67 and line 68 to wire 41 when the push button selected is depressed.

It is not necessary each signal pole as one horn will be ample for each pair of signals. ranged in such a manner that the traffic will be warned by a horn blast when the semaphore signal is lowered and 'when it is raised. The arrangement of the vhorn may to provide a horn for P The horns a're arbe such that one blast ma be given to stop displayed and two blasts may be given when the semaphore is raised or drawn into the housing 2. This arrangement may be varied,

For operating the horn continuously a fifth push button may be placed in at each pole and connected with wire 41. A wire 91 leads from each push button to the wire 26 of one of the horns.

In case of an emergency, traflic may be instantly stopped by operating all four of the signals and if desired the horn could be operated continuously.

" the traffic when the semap ore is lowered or In Fig. 10 I have shown a circuit diagram in which one or more signals may be operated from a master signal. A wire H forming one side ofthe lead in circuit has its branches TM and the closing magnet GM, as well as to the automatic switch AS. This wire H notonly leads to the master signal but each of the signals controlled thereby. The other pole of each automatic switch is connected by a wire H with a lamp loop H. In the master signal the electric siren H is connected with the circuit wire H by a branch wire H The function of the magnets, siren and lamps have been heretofore explained and a repetition. is considered unnecessary. 1

The other side of the main circuit is formed by a wire K. Branches of this wire lead to one of the poles of a series of four switches K K, K and K respectively for each signal. The other pole of theswitch K at each signal is connected with the trip ping magnet by a wire L which completes the circuit through the magnet. These poles also are connected with each other by a wire P. It will be seen that by closing the switch K the circuit through the tripping magnet of the master signal will be closed leading to the tripping magnet over the wire L whereby the signal will be operated. The circuit at the same time will be closed over the wire P to the open pole of the switch K of the other signal whereby the tripping magnet of said signal will be operated by the closing of the circuit over the Wire L thereof. It will be seen that the operation of the switch K at any one of the signals will operate the tripping magnet of each of the other signals and there may be any number of signals. In practice, however, the operation will probably be performed from one switch. The open pole of each switch K is connected with the lamp H by means of a wire loop L so that by closing said switch at the master signal the lamp circuits are closed and controlled by the automatic switches AS. The automatic switches are of suitable structure and are arranged to illuminate the lamps when the signal is displayed and turn them oil when the signal is withdrawn.

As there is but one siren, this is located at the master signal and connected with the switch K by means of a wire L although the pole is provided at the other signals so that a siren could be installed if desired and operated in common with the siren H"; the open poles of the switches K being connected b a wire P The open pole of each switch 4 is connected by means of a wire L with a closing magnet GM of the signal and each of said poles is connected by a wire P Thus when one of the switches K is closed the closing magnets are operated and the si nals withdrawn. It is obvious that two slgnals may be mounted on separate poles or on the same pole. It is also obvious that switches might easily be omitted from all of the signals except the master signal, and this single set of switches could be located either on the pole or at some other point. It is preferable to have but one setof switches where two signals are mounted on the same pole.

What I claim is,

1. In a traffic control system, the combination with a signal pole having electrically controlled signals located at a street corner, and a companion signal pole placed apart from the first signal pole.

2. In a trafiic control system, the c0mbination with a signal pole adapted to control vehicular traflic, and a second signal pole associated with the first signal pole and spaced therefrom for designating zones relatively to the first signal pole.

3. In a trafi'ic control system, the combination with a semaphore pole with signal means placed at'each corner of a street intersection, and provided with means for operating the signal means from each of the other semaphores so that a trafiic oflicer may stand at any of the semaphores and control the traflic, the semaphore being located at a point intended for stopping common carriers even therewith which will permit pedestrians to cross the street or highway in front of said common carriers, a. reservation pole spaced apart from the semaphore pole a distance approximately the length of the common carrier, say a street car, so that a safety zone is formed between the reservation pole and the semaphore to permit pedestrians to safely pass to and from the sidewalk and the car.

4. In a trailic control system, the combination with a signal pole with electrically controlled signals located at a street corner, a companion pole placed apart from the signal pole to stop trafiic a distance from the signal ole, and a safety zone reserved between t e companion pole and the building line of the intersecting street or highway for the protection of pedestrians from vehicular traffic.

5. In a traffic control system, a semaphore located at a trafiic way intersection, a reservation pole spaced apart from the semaphore, an order directory of traffic on the semaphore adapted to be displayed or concealed, and an unchanging trafiic order on the reservation pole for the purpose of causin the trafiic to stop even with said pole.

n testimony whereof I afiix m signature. RALPH E. ETTER. 

